Chusetts



(No Model.) a Sheets-Sheet '1.

G. M. HOADLEY & s. A. BEMIS. RAILWAY GAR.

No. 477,935. Patented Jun- 28 1892.

(No Model.) 3 Sheets-Sheet 2.

G. M. HOAD-LEY & S. A. BEMIS. RAILWAY UAR.

No. 477,935. Patented June 28, 1892.

Q 3 Sheets- -Sh=eet 3. G. M. HOADLEY 8: S. A. BEMIS.

RAILWAY GAR.

(No Model.)

No. 477,935. Patented June 28,1892.

., mo'rcrumm. WASKINGTO UNITED STATES PATENT ()FFICE.

GEORGE M- HOADLEY AND SUMNER A. BEMIS, OF SPRINGFIELD, MASSA- OHUSETTS.

RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 477,935, dated June 28,1892. Application filed March 16, 1892. Serial No. 425,197- (No model.)

.To all whom it may concern.-

Be it known that we, GEORGE M. HOADLEY and SUMNER A. BEMIS, citizens ofthe United States, 'both residing at Springfield, in the county ofHampden and State of Massachusetts, have invented new and usefulImprovements in Railway-Cars, of which the following is a specification.

This invention relates to improvements in railway-cars, especiallydouble-truck electric cars, the invention more particularly appertainingto the construction of the truck and the mounting and connection of thecar-body thereon and therewith.

. An object of the invention is to provide by improved means in thetruck capabilities for the mounting of the body whereby the weight 'ofthe body which each of the trucks supports is sustained at each side ofthe framing of the truck and nearer to one set of wheels than the other,so that the tractional advantages arising by such disposition of theload will be assured.

Another object of the invention is to so mount the car-body that whilethe weight thereof is supported substantially at lateral portions of thetruck nearer the one car-wheel than the other, whereby the car-body willhave sliding engagements with the truck-supports therefor and be capableof substantially a swiveling motion relative to the truck upon or abouta point which is substantially midway of the forward and rearward axles,(so that consequently in rounding curves the forward and rearward wheelswill swing equally laterally relative to the median longitudinal line ofthe car-body.) The space within the truck between the axles, whichcomprises the said center of swiveling movement of the truck relative tothe car-body, may not be 00- cupied by any part of the truck structure.This latter capability, which may be availed of as circumstancesrequire, permits of sufficient space between one of the axles and themotor-support for the disposition therein of the electric motor.

The invention consists in the combination or arrangement of parts ordevices and, also, in the form and construction of certain of the parts,all substantially as will hereinafter fully appear, and be set forth inthe claims.

Reference is to be had to the accompanying drawings, in which-- Figure 1is a plan view of one truck, two of which are understood as beingrequired under the forward and rearward extremities of the car-body forthe support thereof. In said plan view at the upper portion thereofthere is indicated by full lines a curved device, which is understood asbeing an appliance of the car-body, another of said appliances beingindicated by dotted lines at the lower part of said view. Fig. 2 is aside elevation of the parts shown or indicated in Fig. 1. Fig. 3 is aView in perspective representing parts which constitute or areintimately related to one of the bolsters, of which for each truck thereare two. Fig. 4 is a perspective view of one of the attachments for thecar-body, which has a sliding engagement with the bolster. Fig. 5 is aview in perspective of the same member which constitutes a part of thebolster, as is seenat the upper part of Fig. 3, the same, however, beingseen from the other side thereof. Fig. 6 is a detail. Fig. 7 is a planview of the truck.

In the drawings the truck is shown as comprising forward and rearwardpairs of axleunited car-wheels on the journals or a for which the yokeor truck frame A is supported, and the said truck-frame, preferably andsubstantially as shown in Fig. 2, is supported in a horizontal planeabout on a level with the car-wheel axles. The specific character of thetruck-frame requires no specific mention, the one shown being merely anexample of a desirable form of truck-frame, and comprises opposing andparallel longitudinally-ranging side beams 19 b, which extend betweenand unite the yokes or saddles b 19 that are understood as havingsupporting engagements with the journals. The truck-frame also em bodiescross uniting-beams.

The reference-letter 0 generally indicates the bolster, one of which isprovided at each side of the truck-frame nearerone of the pair ofcar-wheels than the other, said bolsters being supported by the saidside truck-frame beams b b. Each bolster comprises a casting d (see Fig.2 and the lower section of Fig. 3 and the two-part casting f, which isalso shown in Fig.2 and at the upper part of Fig.

3, the parts of this latter bolster member being shown as separated theone from the other, and the part f, as a whole, is springsupported byand above the part d, being, by the engagement which it has with thelatter, constrained against any lateral or twisting movements. Thecasting d is understood as being a bushing orfitting for the yoke-beam,and consists of a base 10, having parallel separated pending ear-pieces11 11, which overlie the opposite sides of the brake-beam I), beingbolted thereto, and the u pwardly-openin g cup members or sockets 12 12.The said appliance further comprises the parallelverticallongitudinally-ranging and separated cheekpieces 14 14, having theseparated'transverse uniting and strengthening webs 13 13.

The upper part f of the bolster, which for convenience of constructionis formed in the two sections f and f comprises, as to the section f,the horizontal longitudinal member, having in its extremity thedownwardlyopening cup-like sockets or spring-seats 16 16 and a centralpending shell or hollowbody 17, which has a fit in the vertical openingbounded by the cheek-pieces 14 14: and webs 13 13 of the base-casting dof the bolster. The said section f is also provided with upwardlyopeningcups or sockets 18 18, and the sec tion f of the upper part of thebolster embodies a base-plate 20, the downwardly-extending hollow bosses22 22, which tit and are held in confinement in the sockets 18 18 bybolts or otherwise, and the rising member 23, which in its plan contouris curved and has the curved channel or slideway 24. The upper bolstermember is supported from the base d by the spiral springs g g, the upperand lower ends of which are seated in the aforesaid sockets 22 22 and 1818. When the separate sidewise-mounted bolsters are applied on thetruck-frame, it is understood that the curved ways 24 in the upperspring-supported members are arranged as arcs of a common circle-that isto say, both of the curves or arcs have their course the same as ifgenerated from the same point about centrally between the two axles andmidway of the width of the truck. The carbody has at the end portionthereof which is over and supported by the truck castings or appliancesh, which have sliding engagements with the said ways 24 in the tops ofthe bolsters. A good form or design for this fitting is indicated inFig. 4, and is also seen in plan in Fig. 1 and in side elevation in Fig.2, and consists of a plate adapted to be bolted to the under side of thesill or other appropriate part of the car-body by bolts, and it has thepending arc-formed rib 27, which is generated by the same radius as thatof the way 24 in the top of each bolster. The rib has its curved lengthconsiderably greater than that of the bolster-top, so that there is noliability, on the considerable. swinging or swiveling of the car-bodyupon or relative to the truck, of

the sliding engagement between the car-body and bolster becomingdiscontinued.

In the particular construction of truck shown, especially by the planview, Fig. 1, it may be ascertained that the point :r is the center ofthe swiveling motion of the carbody relative to the truck, and saidpoint as is in a vertical line about midway between the axles, whichpoint, however, is understood as being in a place desired to be occupiedby the electric motor; and while it is necessary that the connectionwhich the truck has with the car-body (in addition to its supporting andsliding engagement at the bolsters) for constraining the body to haveits swiveling movement relative to the truck about the said verticalaxis, (indicated at w,) as aforesaid, the connection between the truckand car-bod y cannot be made consistent with the disposition of themotor, as aforesaid, directly at the point :0, and hence resort is madeto contrivances, as follows: Each side spring-supported bolster member fhas a link j, pivoted to its extremity, the link thence extendinglongitudinally inwardly for a suitable distance, and both links havetheir innermost ends united by a tie-beam m. This tie-beam m issupported transversely of the truck and at right angles to thelongitudinal line thereof and is beyond the swivel-point 0c, reckoningfrom the car-wheel axle nearest which the bolsters are mounted. Thecar-body is pivotally connected to the middle of the beam,

as indicated at y. This connection may be.

advantageously made by means of the pending bracket 11, which is securedto a crossgirder of the car-body, through which bracket and the beam thepivot-bolt vertically passes.

Now it will be understood with respect to the action of these devicesthat as the car is rounding a curve and. the car-body has relative tothe truck the necessary swiveling movement the rib-castings h have asliding movement around in the channels or ways 24: of the bolsters andthe body has its swinging movement, as it is of course only permitted tohave, from the center 00, from which the said arcways are generated. Thepoint of pivotal connection which the car-body has at y with thetie-beam m at the time of the swiveling necessarily travels laterally inan arc line which is generated from the said swivel-point x, and thiscauses the tie-beam to have the compound of a movement bodily endwise asto itself, but laterally of the truck, and of a movement at right anglesto its length and causes a corresponding deflection of the links jj,both thereof being always maintained in parallelism.

These constructions and operations last described, rendered necessary byreason of the reservation of the space comprising the center ofswiveling movement for the motor, of course may be dispensed with wheremotors of a smaller size may be advantageously employed, and in Fig. 7 aplan of the truck is shown wherein the bolsters are united by a beam mwhich may be rigidly connected thereto and which traverses the saidcenter of swiveling movement, the point of connection between the truckand car-body being directly made at said point 00 which point, as in theother modification of the truck already described at'length, isconcentrically the constructer is or is not permitted to util-' ize thespace comprising the swivel-center.

Having thus described our invention, what we claim, and desire to secureby Letters Patent, is

1. In a railway-car, a truck having a carbod y-supporting structurecomprisinga truckframe embodying beam-united yokes arranged sidewiselongitudinally of the truck and supported on the journals, bolsterswhich are spring-supported above the truck-frame at each side of thetruck nearer the one pair of the wheels than the other and having curvedways, the car-body connected for a swiveling movement with a suitablepart of the truck, and receiving supports at and by and having slidingengagements with said opposing bolsters, substantially as described.

2. In a railway-car, a truck having at each side thereof and nearer onepair of wheels than the other bolsters which at their upper portionshave curried ways or bearing-surfaces generated from acommon center, thecar-body having its support upon said bolsters and a sliding engagementwith said curved ways, and links connected to and extendedlongitudinally from said bolsters, and a beam pivotally connected tosaid' links and extended from the one to the other transversely of thetruck farther from the bolsters than the center from which said curvedways are generated, and the car-body pivotally connected upon saidtransverse beam, substantially as and for the purposes set forth.

3. In a railway-car, the combination, with a truck-frame having separatebolsters oppopositely supported on side portions of said frame nearerone end pair of the car-wheels engagement with the hollow body of saidbasecasting and having the spring-seats 16 16, the

bolster-springs g, and the car-body having the pending arc-formed ribs27, substantially as described.

5. In a railway-car, the combination, with a truck-frame comprisingopposite longitudinal side beams, of the opposing bolster-bases d (1,each comprising a bottom 10, the pending side flanges 11 11, theupwardlyopen spring-seats 12 12 at the ends of the said bases andintermediate thereof theupwardly-open hollow body, the upperbolster-sections each comprising a member having in its top the curvedway 24, the downwardly opening spring-seats 16 16, and the pending body17, the bolster-springs g g,and the car-body having at lateral portionsof its bottom the castings h, each provided with the pending arc rib 27,and all arranged substantially as described.

, 6. In a railway-car, the combination, with the longitudinal sidebeams, of the truckframe, the bolsters mounted thereon nearer one of thepair of wheels than the other, having the arc channels in their tops,the links j 7, connected to the bolsters, the transverse j beamconnected to the links, and the car-body having on its under side thebracket n, as shown, upon which the said transverse beam isintermediately thereof pivotally connected, and the said body having thepending ribs 27 27, substantially as described.

GEO. M. I-IOADLEY, SUMNER A; BEMIS. Witnesses:

WM. S. BELLOWS, H. A. OHAPIN.

